Train-pipe coupling.



". Z.-PULLIAM&F. VAN PELT.

' TRAIN PIPE COUPLING. APPLICATION FILED JULYZ'I, 1911.

Patented Nov. 21, 1911.

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UNITED STATES PATENT ()FFICE.

WILLIAM Z. PULLIAM AND FRANK VAN PELT, 0F RAN; J BURG, CALIFORNIA.

TRAIN-PIPE COUPLING.

Specification of Letters Patent.

Patented Nov. 21, 1911,

Application filed July 27, 1911. Serial No. 640,884.

To all whom it may concern:

Be it known that we, WILLIAM Z. LIAM and FRANK VAN PEI/l, citizens of the United States, residing at Randsburg, in the county '01 Kern and State of California, have invented'certain newand useful Improvements in Tr'ain Ii c Couplings; and we do declare the following to be a full clear, and exact descri tion of the invention, such as will enable 0t ers skilled in the art to which it appertains to make and use the same.

This invention relates to detachable pipe couplings, and more es ecially to those which are used for coup ing hose and the like as in train pipes; and the object of the same is to effect certain improvements on our prior Patent No. 992,059, issued May 9, 1911.

With this end in view the invention consists in the details .of construction hereinafter more'fully described and claimed and shown in the drawings 'wher'ein- Figure 1 is aside, elevationof one coupling' and a central'lonih rdinal section of the other, with the two disconnected; Fig. 2 is a central longitudinal section of two couplings showing them connected with each other; Fig, 3 1s a cross section on the line 3-3 of Fig. 2.

In the drawings the numeral 20 designates the coupling head havin a socket 19, and 21 is a plateelosifig sai socket around a ball 18st the iniirlendoi a plug A which is serewedasf'at'B intothe' in'n'er'end of a valve chamber EZ-within the casing 1, the latter being" supported beneath the end of the car by a frame'22 havinga swiveled ring 23 attachedto' asupportin' aod 24 whose plpper enthsi secured to-anysuitable part of e car. Theiflixible train ipe 13 communicates withthis' valve cha a port"12: atjitsvbottomijand leads thence to the an 'e'mechaaism" ben dih the" car body and 'wh ehnili" at be illustrated or described-here. Wihia the from end of the casih'gfreoi T iittsia eylihafical" lunger 3 hunger nor msr ooves 5 ag ging pins Geiteiidih'giint'vttfdt rough the casing, and the'intier e 'ds of said pins me have rollers G for reduci' thefrictiono the sides of the'grooves emu; .Atthe "front end of the 'isiormed spiral threads or rojeetmns Owiiich, when two of such p un 'rs' arebrought to ether and turned, will interlock and thus rmly connect the plun- 1-2 through gers in coupled engagement. The bore 4 of the plunger communicates with the valve chamber 2 through a radial port 15 just forward of the closed rear end of the plunger, and at its front end this bore is surrounded by a packing ring 11 so as to make afluidtight connection with a similar packing ring in the companion plunger when the two are coupled together.

Thus for the reference numerals designate similar parts in our prior patent hitherlo re ll-rrod to, and the reference lciicrs designate points of improvement therein.

Coming now more particularly to the gist of our present invention, we prefer to malnthe valve chamber 2 cylindrical and close its rear end by a screw plug A as described above, for the reason that cylindrical chambers are more easy to make even though they have threadscut in their inner walls. At the front end of this chamber is formed an internal valve seat D standing just forward of the port 12,-and the letter E designates the valve whose o erative face is shaped to fit said seat, w ose rear end is formed with a stud F around which is coiled the expansive spring 8 whose front extremity bears against the rear of the valve and its rear extremity bears against said plug A and by which the valve is held normally u on its seat D. In the closed rear end G 0 the plunger we prefer to form a cylilr drical socket H, and the front end of the valve is provided with a second stud I loosely fitting said socket so that if necessary the plunger may rotate relativel to the valve but these two elements will be held in constant alinement. In operation, when two of these couplings are brought together, the plunger in each is' pressed to the rear and its! cam grooves 5 engaging the rollers C cause it to make a quarter rotation to the rear within the casing 1. The movement of each plunger to the rear is resisted by the expansive force of the spring 8, and 1n order to compress the latter e valve 

